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  1. The above quote proves that you're not giving it a rest at all. You're just as much of a problem as the politicians. Dan
  2. Construction only started in earnest this past spring - the station is a far way from being ready to handle trains. And not only that, but it's scope has been scaled back significantly. In fact, GO's website changed several months ago to remove the reference to it opening this year. Dan
  3. Can we give that bullshit trope of "downtowners versus suburbanites" a rest already? Transit is needed everywhere in this city. Dollars to pay for it, however, are scarce. The fact of the matter is that not everywhere in the City can justify the costs - both of construction, and ongoing maintenance and operation - of a subway to every little corner. That means right-sizing transit where it is best suited and needed. Dan
  4. That doesn't make sense either - for the same reasons that I listed earlier. The actual signal system that controls the trains? No, not at all. And that's part of the problem. People conflate the CBTC with a signal system. It is not. It's a set of methodologies that allow for both modern, moving block signalling systems and also Automatic Train Operation. But it's not required for either, to be honest. For the record, what should be monitoring the status of each train is the SCADA system that also uses the CBTC system to communicate with the trains. Dan
  5. That's what I mean - the system shouldn't be designed like that that. The state of the train itself should have no bearing on the signal system. The point of the signal system is to identify the trains, know where they are on the line at any given time, ensure that routing (and in some cases, scheduling) are kept, and keep them separated from each other - thus preventing any accidents. I have never heard of a signal system that is designed to also require that each train's state also be broadcast and computed. That's absurd, and a needless waste of bytes. Dan
  6. My apologies, it is on the 511. A friend of mine had it, and I forgot that the new board started on Sunday. Dan
  7. I hope to hell what he's written here isn't true, because that is a very, very serious oversight in the design of the signalling system. No signal system in the world loses track of a train if it goes into manual mode. Dan
  8. https://arvaindustries.com/products/vacuum-workcar/ Dan
  9. There's a whole lot of different reasons why they've gone to the kevlar fabric seat coverings. Fire load is one, and ease of maintenance is another. Dan
  10. Because the ION cars were based on the Toronto Flexity cars, which have been in service for 6 years now. And they do/did have some door issues, but they've been largely resolved by now. Dan
  11. Except that the TTC's own stats don't work quite that way. Check out the crowding standards document on the TTC's website (http://www.ttc.ca/PDF/Transit_Planning/Crowding_Standards_2015.pdf). An ALRV is worth 1.46 and 1.45 CLRVs, a wee bit less than your 3-for-2 calculation. And a Flexity is worth 1.76 and 1.67 CLRVs, a fair amount less than your 2-for-1. Dan
  12. Actually, the issues with the doors of the Toronto Rockets stemmed from a change in procedure from the older fleets, and not hardware or software. Nothing was ever changed with them, and once the crews got used to the new procedures everything worked out fine. Dwell times are built into the ATO system. And any good system worth its salt is capable of modifying them on individual stations, and even making changes to the dwell times on a time-of-day basis. There have been things said about the particular system used on the Confederation Line by people using it day-to-day that make me worry that it's not even worth that, however. Dan
  13. That's horseshit, and you know it. The problem is entirely with the TTC. They've been hiding their head in the sand over this for quite some time. Ever since the 504 was converted to Flexities - and the resulting massive ridership gains and service improvements and changes to go with it - they've known that were was a massive latent demand for service on the streetcar routes that was going to overwhelm their capacity to provide the service. And yet, it's only been in the past 6 months to a year that they've finally acknowledged that they underestimated the amount of latent demand on the streetcar network. For the record, before the Flexities arrived, the TTC had an equivalent capacity of about 269 CLRVs. Once all of the Flexities have arrived and the Cs have been retired, they'll have have an equivalent of about 349. While that is a massive improvement and was thought to be sufficient, it turns out that it isn't enough to accommodate the amount that ridership has increased or is projected to increase - which is why they want to buy another 100 cars. Dan
  14. More specifically.... Everything on the Classic from the bottom of the windows down was from the New Look. Much of the structural bits carrying the axles, motor, transmission, etc. were, too. To that they grafted a tubular structure that carried the windows, upper sides and the roof. Dan
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